EP0038113B1 - Kupplungssteueranlage - Google Patents

Kupplungssteueranlage Download PDF

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Publication number
EP0038113B1
EP0038113B1 EP81300565A EP81300565A EP0038113B1 EP 0038113 B1 EP0038113 B1 EP 0038113B1 EP 81300565 A EP81300565 A EP 81300565A EP 81300565 A EP81300565 A EP 81300565A EP 0038113 B1 EP0038113 B1 EP 0038113B1
Authority
EP
European Patent Office
Prior art keywords
signal
engine speed
clutch
reference signal
throttle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP81300565A
Other languages
English (en)
French (fr)
Other versions
EP0038113A2 (de
EP0038113A3 (en
Inventor
Peter John Norris
Frederick John Parker
Harry Mellows Windsor
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Automotive Products PLC
Original Assignee
Automotive Products PLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Automotive Products PLC filed Critical Automotive Products PLC
Publication of EP0038113A2 publication Critical patent/EP0038113A2/de
Publication of EP0038113A3 publication Critical patent/EP0038113A3/en
Application granted granted Critical
Publication of EP0038113B1 publication Critical patent/EP0038113B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque

Definitions

  • This invention relates to a control system for a clutch of the transmission of an engine driven vehicle for starting the vehicle from a standing start.
  • the present invention is concerned with the provision of an improved control system for the friction clutch of the transmission of an engine driven vehicle for starting the vehicle from a standing start.
  • a control system for a friction clutch of the transmission of an engine driven vehicle for starting the vehicle from a standing start comprising an electrical engine speed sensor that produces an engine speed signal dependent on engine speed; a reference signal generator that produces a reference signal, logic means responsive to the engine speed signal and reference signal and producing a clutch actuation signal, a clutch actuator and a clutch actuator position control responsive to the clutch actuation signal characterised in that the reference signal is set to correspond to a desired engine speed signal, that the logic means is a comparator arranged to compare the engine speed signal with the reference signal or a modified reference signal derived from the reference signal and from at least one other parameter and produces an error signal indicative of the difference between the so compared signals; and further characterised by a clutch position transducer providing a clutch position signal and a comparator arranged to compare the error signal and clutch position signal and provide and supply to the clutch actuator control a clutch actuation signal dependent on the error signal and clutch position signal whereby from a standing start the state of engagement of the clutch controls
  • the engine throttle when the engine throttle is opened to cause the vehicle to start from rest, the engine speed rises immediately to a level at which it is to be maintained during the period while the clutch is becoming engaged and the engine speed remains at this level until clutch engagement has been completed to the extent where no further clutch slip occurs.
  • means are provided to adjust the reference signal depending upon the torque demand upon the engine of the vehicle so that as the vehicle torque demand increases the reference signal is caused to correspond with a higher engine speed.
  • a throttle position sensor that produces a throttle signal indicative of throttle opening and a summing junction for summation of the throttle signal and reference signal to form a modified reference signal.
  • a choke position indicator may provide a choke signal which varies according to the degree of choke and which is combined with the reference signal and throttle signal to produce the modified reference signal.
  • the choke signal may be added to the reference signal prior to the reference signal being summed with the throttle signal.
  • a switching circuit may be connected between the error signal and the throttle position signal so that when the switching circuit is energised by a pre-determined imbalance between the engine speed signal and the modified reference signal, the switching circuit output signal is then utilised to modify the throttle signal and cause the clutch actuator control to remain in the state corresponding to a fully engaged clutch until the engine speed signal drops to a given value.
  • the throttle signal may vary with throttle opening such that maximum signal equates with no more than 50% throttle opening.
  • a conventional motor car has the usual engine 11, clutch 13, gearbox 14, gearshift lever 15, throttle 16 and an inlet manifold 17.
  • the engine speed is sensed by a transducer (not shown) which produces a signal S, representative of engine speed and a sensor 21 receives this signal and produces a voltage signal V 1 proportional to the engine speed.
  • the voltage signal V referred to as the engine speed signal is fed to a comparator 23 which measures the difference between the voltage V, and a voltage signal V R which is obtained from a reference signal generator 34, which is for example a potentiometer across the vehicle battery.
  • the reference signal V R can be set to be the same value as a signal obtained via the sensor 21 at a particular engine speed for example 1000 r.p.m.
  • An error signal E which constitutes a clutch actuation signal is derived from the comparator 23 (constituting logic means) and is fed into a clutch position control 22 which controls the operation of an actuator 27.
  • the actuator 27 operates the vehicle clutch 13 and is powered by means which may be pneumatic, hydraulic or electrical.
  • the clutch position control 22 comprises an actuator position control 25, a clutch position transducer 42, and a comparator 45.
  • the position transducer 42 is coupled to the actuator output and produces a clutch position voltage signal 43 representative of the position of the clutch. This signal 43 is fed into the comparator 45 for comparison with the clutch actuation signal constituted by the error signal E.
  • the difference signal 24 from the comparator 45 is fed into the actuator position control 25.
  • the actuator 27 may be connected to a vacuum source, for example, the inlet manifold 17 of an internal combustion engine 11, via solenoid valve 30, and non-return valve 40, causing the actuator 27 to move to engage the clutch.
  • a vacuum source for example, the inlet manifold 17 of an internal combustion engine 11, via solenoid valve 30, and non-return valve 40, causing the actuator 27 to move to engage the clutch.
  • the actuator 27 may be connected to atmosphere through solenoid valve 29 causing the actuator to move to release the clutch under the influence of an internal spring located in the actuator.
  • the actuator position control 25 causes either valve 29 or 30, depending upon the polarity of the difference signal 24, to be switched on and off rapidly at a fixed rate.
  • the open time of these valves 29 and 30 is dependent on the amplitude of the difference signal 24.
  • the open time for either valve 29 or 30 determines the velocity of the actuator 27 in the appropriate direction so that the actuator velocity is proportional to the difference signal 24.
  • the actuator 27 operates so as to equalise the position signal 43 and the error signal E and reduce the difference signal 24 to zero. Consequently the actuator takes up a position dictated by the error signal E.
  • the error signal E determines the degree of engagement of the clutch.
  • the clutch position control 22 operates the actuator 27 so as to vary the state of engagement of the clutch 13 with the engine 11 and thereby alter the engine speed to cause the engine speed signal V, to approach equivalence with the reference signal V R and make the error signal E approach zero.
  • the clutch position control 22 causes the clutch actuator 27 to disengage the clutch by venting the actuator to atmosphere through valve 29.
  • the position control 22 causes the disengagement speed to be reduced to a value lower than the original engagement speed so that engine speeds lower than the original engagement speeds are permissible when in higher gears.
  • variable potentiometer 34 fitted to the vehicle throttle control 33 as the reference generator, so that as the throttle opening increases the reference signal also increases and becomes equivalent to a higher engine speed.
  • the connection between the throttle control 33 and the reference signal potentiometer 34 is shown by dotted lines in the drawing.
  • the reference signal to throttle opening curve is not necessarily linear, and is shaped to give a maximum value at 50% of throttle opening.
  • Fig. 2 is illustrated a preferred control system that causes the reference signal to vary. Further the system operates so that once the clutch has engaged and the vehicle starts to move off then should the engine speed fall, say for example, because the vehicle is going up an incline, then the clutch will not be caused to disengage to equalise the reference and engine speed signals but will remain engaged below the reference until a predetermined minimum engine speed is reached.
  • the comparator 113 is equivalent to the comparator 23 in Fig. 1 and receives an engine speed signal V, and an input signal V s and measures the difference between the two signals V, and V s to produce an error signal E.
  • the error signal E is positive when V, is less than V s and becomes negative when V, exceeds V s .
  • the error signal E from the comparator 113 is fed into a clutch position control which operates in a manner as previously described for Fig. 1.
  • the vehicle engine speed is sensed by a sensor 111 that produces a voltage V, proportional to engine speed.
  • the electrical circuit of the sensor is illustrated in detail in Fig. 3 but is basically a magnetic probe sensing the teeth on the engine flywheel and a transistor pump circuit.
  • the input signal V s is derived from a difference amplifier 131 which adds together signals representing throttle opening and a fixed reference, V T and V R respectively.
  • the throttle position is sensed by a transducer 127 which is a variable potentiometer that produces a signal V T proportional to the throttle opening.
  • the signal V T can be a positive signal which has a value proportional to throttle opening i.e. small value at light throttle and large value at full throttle.
  • the signal V T can be proportional to throttle closure i.e. at light throttle opening the signal is at a maximum and at full throttle opening the signal has a minimum value.
  • the inverse relationship between the signal V T and the throttle opening is utilised because the signal V T is required in this form to control other functions in the vehicle gearbox.
  • the throttle position transducer 127 is connected to a limiter 128 the action of which is to allow the throttle signal V T to vary only over a limited range say 10% to 50% of the throttle opening.
  • the limiter 28 is disclosed in detail in Fig. 4 of the accompanying drawings.
  • the signal V T is fed into an inverting input of a difference amplifier 131.
  • the difference amplifier 131 also receives a reference signal voltage V R from a reference signal generator 114.
  • the reference signal generator 114 is a potentiometer across the vehicle battery.
  • the difference amplifier 131 acts as a summing junction to add the signals V, and V, together and produce a resultant input signal V ⁇ which is fed into the comparator 113.
  • the throttle transducer signal V T is utilised to modify the speed of the engine at which the error signal E changes from positive to negative.
  • V 1 must correspond to a high value of engine speed e.g. 1500 r.p.m. before the error signal is changed from positive to negative and therefore, the engine speed must be increased before the clutch is operated.
  • a switching circuit 123 is connected between the error signal E and the throttle signal V T . When the negative value of error signal exceeds a pre- determined amount the switching circuit is actuated.
  • the switching circuit is shown in detail in Fig. 4 of the accompanying drawings.
  • the switching circuit 123 changes the throttle signal V T at a value corresponding to a light throttle opening. When in the unenergised state the switching circuit has no loading effect on the signal V T . Once the switching circuit has operated and the reference clamped to the light throttle value, the error signal increases, and consequently ensures that the reference remains clamped until the engine speed is reduced to that corresponding to the light throttle take-up value.
  • a choke position indicator 129 produces a signal V c , preferably but not necessarily proportional to the degree of choke.
  • the signal V c is combined with the reference signal V R prior to the reference signal being combined with the throttle position signal V T .
  • the input signal V s is increased by the signal V c and the engagement speed for the clutch is increased to accommodate the higher idling speed of the engine.
  • the clutch position control comprises a comparator 130 equivalent to comparator 45 in Fig. 1, that receives the error signal E and a signal from a travel transducer 132 responsive to the clutch position control.
  • the signal from the comparator 130 is then fed into a phase-gain shaping network 133, introduced to ensure the system stability, a mark space ratio modulator and oscillator, 134 and 135 respectively, and then utilised via an output 138 to control a solenoid operated hydraulic valve 136.
  • the hydraulic valve 136 controls the hydraulic pressure in a hydraulic actuator 137.
  • the mark/space ratio of the signal fed into the solenoid valve 136 determines the hydraulic pressure in the actuator and hence the state of engagement of the clutch.
  • the shaping network 133, oscillator 135, mark space ratio network 134 and output are shown in detail in Figs. 6 to 8 respectively.
  • the electrical terminals on each component are numbered according to component to which they are connected, e.g. in Fig. 3 the terminal 113 connects the engine speed sensor 111 to the comparator 113.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (7)

1. Steuersystem für eine Reibungskupplung (13) der Kraftübertragungseinrichtung eines motorbetriebenen Fahrzeugs zum Starten des Fahrzeugs aus dem Stand, mit einem elektrischen Motordrehzahlfühler (21 oder 111), der ein von der Motordrehzahl abhängiges Motordrehzahlsignal (V,) erzeugt, einem Bezugssignalgenerator (34 oder 114), der ein Bezugssignal (VR) erzeugt, einer Logikeinrichtung (23 oder 131), die auf das Motordrehzahlsignal (V,) und Bezugssignal (VR) anspricht und ein Kupplungsbetätigungssignal (E) erzeugt, einer Kupplungsbetätigungsvorrichtung (27 oder 137) und einer Vorrichtung (25 oder 133-138) zur Steuerung der Stellung der Kupplungsbetätigungsvorrichtung, die auf das Kupplungsbetätigungssignal (E) anspricht, dadurch gekennzeichnet, daß das Bezugssignal so eingestellt ist, daß es einem gewünschten Motordrehzahlsignal entspricht, daß die Logikeinrichtung ein Komparator (23 oder 131) ist, der dafür ausgebildet ist, das Motordrehzahlsignal mit dem Bezugssignal (VR) oder einem abgewandelten Bezugssignal zu vergleichen, das von dem Bezugssignal und von mindestens einem weiteren Parameter (VT) abgeleitet ist, um ein Fehlersignal (E) zu erzeugen, das den Unterschied zwischen den verglichenen Signalen anzeigt, und ferner gekennzeichnet durch einen Kupplungsstellungs-Meßgrößenumformer (42 oder 132), der ein Kupplungsstellungssignal (43) liefert, und einen Komparator (45 oder 130), der dafür ausgebildet ist, das Fehlersignal (E) mit dem Kupplungsstellungssignal (43) zu vergleichen und der Steuervorrichtung (25 oder 133-138) der Kupplungsbetätigungsvorrichtung ein Kupplungsbetätigungssignal zuzuführen, das von dem Fehlersignal (E) und dem Kupplungsstellungssignal (43) abhängig ist, wodurch der Einrückzustand der Kupplung (13) die Motordrehzahl und das Motordrehzahlsignal (V1) von einem stehenden Start aus auf die gewünschte Motordrehzahl und das Motordrehzahlsignal (V1 = Va) zu steuert, das durch das Bezugssignal (VR) dargestellt wird, wobei somit eine im wesentlichen konstante Motordrehzahl aufrechterhalten wird.
2. Steuersystem nach Anspruch 1, dadurch gekennzeichnet, daß eine Einrichtung (34 oder 127) zum Einstellen des Bezugssignals (VR) in Abhängigkeit von der Drehmomentanforderung an den Motor des Fahrzeugs vorgesehen ist, so daß bei einer steigenden Drehmomentanforderung das Bezugssignal (VR) geändert wird, um einer höheren Motordrehzahl zu entsprechen.
3. Steuersystem nach Anspruch 1, wobei ein abgewandeltes Bezugssignal mit dem Motordrehzahlsignal verglichen wird, gekennzeichnet durch einen Drosselklappenstellungsfühler (127), der ein Drosselklappensignal (VT) erzeugt, das den Drosselöffnungsgrad anzeigt, und einen Summierknoten (131) zur Summierung des Drosselklappensignals (VT) und Bezugssignals (VR), um das abgewandelte Bezugssignal (Vs) zu bilden.
4. Steuersystem nach Anspruch 3, dadurch gekennzeichnet, daß ein Starterklappenstellungsanzeiger (129) ein Starterklappensignal (Vc) liefert, das sich entsprechend der Starterklappenstellung ändert und mit dem Bezugssignal (VR) und dem Drosselklappensignal (VT) kombiniert wird, um das abgewandelte Bezugssignal zu erzeugen.
5. Steuersystem nach Anspruch 4, dadurch gekennzeichnet, daß das Starterklappensignal (VT) dem Bezugssignal (VR) hinzugefügt wird, bevor das Bezugssignal (VR) mit dem Drosselklappensignal (VT) summiert wird.
6. Steuersystem nach einem der Ansprüche 3-5, dadurch gekennzeichnet, daß ein Umschaltkreis (123) zwischen dem Fehlersignal (E) und dem Drosselklappenstellungssignal (VT) geschaltet ist, so daß, wenn der Umschaltkreis (123) durch ein vorbestimmtes Ungleichgewicht zwischen dem Motordrehzahlsignal (V1) und dem abgewandelten Bezugssignal (Vs) erregt wird, daß dann das Umschaltkreis-Ausgangssignal dazu verwendet wird, das Drosselklappensignal (VT) abzuwandeln und die Steuervorrichtung für die Kupplungsbetätigungsvorrichtung in dem Zustand zu belassen, der einer voll eingerückten Kupplung entspricht, bis das Motordrehzahlsignal (V1) auf einen gegebenen Wert abfällt.
7. Kupplungssteuerungssystem nach Anspruch 3, dadurch gekennzeichnet, daß das Drosselklappensignal (VT) sich mit dem Drosselklappenöffnungsgrad derart ändert, daß sich das Maximalsignal mit einem Drosselklappenöffnungsgrad von nicht mehr als 50 % ausgleicht.
EP81300565A 1980-02-18 1981-02-12 Kupplungssteueranlage Expired EP0038113B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB8005373 1980-02-18
GB8005373 1980-02-18
GB8035377 1980-11-04
GB8035377 1980-11-04

Publications (3)

Publication Number Publication Date
EP0038113A2 EP0038113A2 (de) 1981-10-21
EP0038113A3 EP0038113A3 (en) 1983-05-04
EP0038113B1 true EP0038113B1 (de) 1986-07-23

Family

ID=26274530

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81300565A Expired EP0038113B1 (de) 1980-02-18 1981-02-12 Kupplungssteueranlage

Country Status (5)

Country Link
EP (1) EP0038113B1 (de)
AU (1) AU548876B2 (de)
BR (1) BR8100920A (de)
DE (1) DE3174956D1 (de)
ES (1) ES499490A0 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7275455B2 (en) 2001-09-12 2007-10-02 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Automatic gear system
DE10037551B4 (de) * 1999-09-11 2012-10-25 Schaeffler Technologies AG & Co. KG Getriebesystem
DE10148083B4 (de) * 2000-10-12 2014-02-13 Schaeffler Technologies AG & Co. KG Hydraulische Betätigungssysteme
DE10055737B4 (de) * 1999-11-20 2017-05-11 Schaeffler Technologies AG & Co. KG Kupplungsbetätigungssystem

Families Citing this family (37)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU552105B2 (en) * 1981-02-24 1986-05-22 Automotive Products Ltd. Clutch control system
JPH0729569B2 (ja) * 1983-06-29 1995-04-05 いすゞ自動車株式会社 自動クラッチ制御装置
CA1250642A (en) * 1983-06-30 1989-02-28 Toshihiro Hattori Method of controlling the starting of a vehicle having automatic clutch
JPH0686189B2 (ja) * 1986-03-31 1994-11-02 富士重工業株式会社 車両用自動クラツチの制御装置
JP2527938B2 (ja) * 1986-06-18 1996-08-28 富士重工業株式会社 車両用自動クラツチの制御装置
DE3624755C2 (de) * 1986-07-22 1995-03-23 Fichtel & Sachs Ag Antriebseinrichtung für ein Kraftfahrzeug
FR2645110B1 (fr) 1989-03-30 1994-08-26 Brunet Jacques Dispositif permettant d'assurer le redressement d'un bateau
GB9402252D0 (en) 1994-02-05 1994-03-30 Automotive Products Plc Clutch control system
GB9402729D0 (en) 1994-02-12 1994-04-06 Automotive Products Plc Clutch control system
GB9421324D0 (en) * 1994-10-22 1994-12-07 Automotive Products Plc Clutch control system
GB9505174D0 (en) 1995-03-15 1995-05-03 Automotive Products Plc Vehicle transmissions
EP0782675B1 (de) 1995-07-26 2001-10-24 Luk Leamington Limited Gangschaltvorrichtung
GB9602731D0 (en) 1996-02-10 1996-04-10 Ap Kongsberg Holdings Ltd Transmission control systems
GB2311570B (en) 1996-03-27 1998-05-13 Ap Kongsberg Holdings Ltd Gear position sensor
GB9626527D0 (en) * 1996-12-20 1997-02-05 Ap Kongsberg Holdings Ltd Clutches
GB2339606B (en) * 1998-05-22 2003-03-26 Kongsberg Techmatic Uk Ltd Dual pump drive
DE10080639B4 (de) 1999-03-15 2017-03-02 Schaeffler Technologies AG & Co. KG Kupplungssteuervorrichtung zur automatischen Betätigung einer Kupplung während des Anfahrens
GB2348932A (en) 1999-04-14 2000-10-18 Luk Getriebe Systeme Gmbh Transmission system control which disengages a clutch at power-up
GB9919179D0 (en) 1999-08-16 1999-10-20 Luk Getriebe Systeme Gmbh Transmission systems
GB2353835B (en) 1999-09-04 2003-09-24 Luk Lamellen & Kupplungsbau Automated transmission systems
FR2801355B1 (fr) 1999-11-20 2006-09-15 Luk Lamellen & Kupplungsbau Systeme de commande d'embrayage
GB0001364D0 (en) 2000-01-24 2000-03-08 Luk Getriebe Systeme Gmbh Gear engagement mechanism
DE10063501A1 (de) 2000-01-24 2001-07-26 Luk Lamellen & Kupplungsbau Hydraulikeinrichtung
GB0005185D0 (en) * 2000-03-04 2000-04-26 Luk Lamellen & Kupplungsbau Gear engagement mechanisms
GB0005186D0 (en) 2000-03-04 2000-04-26 Luk Lamellen & Kupplungsbau Hydraulic actuation systems
GB2368886A (en) 2000-11-13 2002-05-15 Luk Lamellen & Kupplungsbau Automatic transmission with a hydraulic actuation system
GB2369656A (en) 2000-11-21 2002-06-05 Luk Lamellen & Kupplungsbau Automatic transmission hydraulic actuation system having an isolating valve which prevent leaks
DE10159267B4 (de) * 2000-12-14 2015-01-15 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur Lageregelung eines Kupplungsaktuators
GB2370865A (en) 2000-12-27 2002-07-10 Luk Lamellen & Kupplungsbau A compliant link
GB2372080B (en) 2001-02-12 2004-09-29 Luk Lamellen & Kupplungsbau Hydraulic actuation systems
GB2373553B (en) 2001-03-21 2004-09-29 Luk Lamellen & Kupplungsbau Automated transmission systems
GB2378489A (en) 2001-07-31 2003-02-12 Luk Lamellen & Kupplungsbau Method of gear selection using current pulses in a hydraulic transmission system with actuators and valves
GB2381880A (en) 2001-11-10 2003-05-14 Luk Lamellen & Kupplungsbau A method of initiating a vehicle system
GB2392968A (en) 2002-09-14 2004-03-17 Luk Lamellen & Kupplungsbau Clutch control system for automatically controlling a friction clutch in a motor vehicle
GB2397396B (en) * 2003-01-18 2006-05-10 Luk Lamellen & Kupplungsbau Automated transmission systems
JP3970864B2 (ja) * 2004-04-20 2007-09-05 本田技研工業株式会社 接触機構の制御装置
US10228035B2 (en) 2016-06-20 2019-03-12 Kongsberg Automotive As Velocity dependent brake for clutch actuator

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US4081065A (en) * 1976-12-23 1978-03-28 Smyth Robert Ralston Controlled power clutch

Cited By (4)

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Publication number Priority date Publication date Assignee Title
DE10037551B4 (de) * 1999-09-11 2012-10-25 Schaeffler Technologies AG & Co. KG Getriebesystem
DE10055737B4 (de) * 1999-11-20 2017-05-11 Schaeffler Technologies AG & Co. KG Kupplungsbetätigungssystem
DE10148083B4 (de) * 2000-10-12 2014-02-13 Schaeffler Technologies AG & Co. KG Hydraulische Betätigungssysteme
US7275455B2 (en) 2001-09-12 2007-10-02 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Automatic gear system

Also Published As

Publication number Publication date
BR8100920A (pt) 1981-08-25
AU548876B2 (en) 1986-01-09
AU6672281A (en) 1981-08-27
ES8205969A1 (es) 1982-07-01
EP0038113A2 (de) 1981-10-21
EP0038113A3 (en) 1983-05-04
DE3174956D1 (en) 1986-08-28
ES499490A0 (es) 1982-07-01

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